US8766585B2 - Device for controlling an on-board apparatus - Google Patents

Device for controlling an on-board apparatus Download PDF

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Publication number
US8766585B2
US8766585B2 US13/574,986 US201113574986A US8766585B2 US 8766585 B2 US8766585 B2 US 8766585B2 US 201113574986 A US201113574986 A US 201113574986A US 8766585 B2 US8766585 B2 US 8766585B2
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United States
Prior art keywords
control device
rotor
supports
lever
magnetic field
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US13/574,986
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US20120293286A1 (en
Inventor
Sébastien Magnan
Jean-François Weibel
Philippe Gouze
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Safran Electronics and Defense SAS
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Sagem Defense Securite SA
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Assigned to SAGEM DEFENSE SECURITE reassignment SAGEM DEFENSE SECURITE ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GOUZE, PHILIPPE, MAGNAN, SEBASTIEN, WEIBEL, JEAN-FRANCOIS
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P8/00—Arrangements for controlling dynamo-electric motors rotating step by step
    • H02P8/14—Arrangements for controlling speed or speed and torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/02—Initiating means
    • B64D31/04—Initiating means actuated personally
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G9/00—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously
    • G05G9/02—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only
    • G05G9/04—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only in which movement in two or more ways can occur simultaneously
    • G05G9/047—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only in which movement in two or more ways can occur simultaneously the controlling member being movable by hand about orthogonal axes, e.g. joysticks
    • G05G2009/04766—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only in which movement in two or more ways can occur simultaneously the controlling member being movable by hand about orthogonal axes, e.g. joysticks providing feel, e.g. indexing means, means to create counterforce

Definitions

  • the present invention relates to a device for controlling on-board equipment, in particular a device providing force feedback, e.g. a device for controlling an aircraft engine that generally comprises a mount having pivotally mounted thereon a code wheel and a main lever, referred to as a “throttle” lever, that is arranged to turn the code wheel.
  • the throttle lever is movable relative to the mount between a rest position and a maximum-actuation position.
  • control device The ergonomics, the comfort in use of the control device by the operator, specifically by the pilot when the device is for an aircraft, are criteria that need to be taken into account when designing a device of this type. It is useful for the pilot to feel a force when handling the equipment, specifically for controlling the engine, on moving the throttle lever towards its maximum-actuation position. That is why the control device is generally designed to include friction brake means, which means are generally mechanical and serve to oppose in controlled manner the movements that are imparted to the control device by the operator, e.g. to the throttle lever by the pilot.
  • Such friction brake means may be systems that make use of a friction element, such as a friction pad, that rubs against an element secured to the control device, thereby opposing resistance to the force applied by the pilot to said device.
  • a friction element such as a friction pad
  • Such friction systems are effective, they give a good sensation of force return to the operator, and they are reliable, however they are not without drawbacks: they wear over time, and therefore need to be replaced periodically, or at least to be verified. They are not completely insensitive to variations in temperature, they give the operator a feeling of friction that could be improved, and finally, their response depends on the speed with which the operator moves the control device.
  • the object of the invention is to provide means for improving the comfort in use of a device for enabling an aircraft to be controlled by an operator, and that can in particular mitigate at least one of the above-mentioned drawbacks of existing systems, while guaranteeing the same levels of reliability and safety.
  • the invention provides a control device for controlling on-board equipment (e.g. on board an aircraft), said device comprising a mount having hinged thereto at least one drive lever movable between two extreme positions, said device also comprising a magnetic friction member connected to the lever (or at least to one of them if there is a plurality of levers) and opposing resistance to the movement thereof.
  • on-board equipment e.g. on board an aircraft
  • said device comprising a mount having hinged thereto at least one drive lever movable between two extreme positions, said device also comprising a magnetic friction member connected to the lever (or at least to one of them if there is a plurality of levers) and opposing resistance to the movement thereof.
  • a magnetic friction member is most advantageous for several reasons. Braking is performed on the movement of the control device without friction between mechanical parts, and thus without significant wear.
  • the braking torque exerted by a magnetic friction member is completely or almost completely insensitive to temperature differences, assuming that the materials that generate the magnetic field are appropriately chosen.
  • the braking torque is completely or almost completely independent of the speed with which the operator actuates the control device.
  • the magnetic friction member also ensures that when the operator is not handling the lever, the lever does indeed remain in the selected position: this avoids any unwanted and inappropriate movement of the lever when the operator desires to keep it in a given position, even in the presence of vibration or under the effect of the acceleration of the vehicle on which the device is mounted.
  • the magnetic friction member has a support, or a plurality of facing supports—in particular two facing supports—which supports carry components suitable for acting together to generate a magnetic field between said supports—when there is a plurality of them—, and also a ferromagnetic rotor, in particular a rotor placed between the supports—when there is a plurality of supports—, which rotor is movable about an axis and connected to the lever.
  • the movement of the rotor relative to the components that generates the non-uniform magnetic field gives rise to a hysteresis cycle path for the ferromagnetic material of the rotor, thereby causing energy to be dissipated in the rotor and thus generating forces that oppose movement of the rotor.
  • the energy dissipated in the rotor disk is proportional to its movement, so the forces that oppose movement are thus independent of speed.
  • the supports are plates substantially perpendicular to the axis of rotation and the rotor comprises a plate that extends parallel to said plates, and lies between them.
  • control device it is preferable for the control device to be such that the axis of rotation of the rotor and the pivot axis of the lever coincide.
  • the magnetic friction member comprises a first support that is received in a second support and that co-operates therewith to define an annular space receiving a rotor-forming ferromagnetic sleeve.
  • the components suitable for generating a magnetic field may be elements that generate a permanent magnetic field, in particular permanent magnets, disposed on each of the supports and optionally angularly offset in appropriate manner relative to one another.
  • the components suitable for generating a magnetic field may comprise elements that generate a variable magnetic field. They may thus comprise at least one coil mounted on at least one of the supports co-operating with at least one component suitable for generating a permanent magnetic field mounted on at least one of the supports, and in particular on the other support.
  • the use of such elements ensures that the device can have a structure that is particularly simple.
  • the use of a coil makes it possible to create “notches” by causing the magnetic field to vary during the movement of the device, and the positioning of the notches can be adjusted, e.g. for the purpose of providing at least one notch that defines the position for the lowest fuel consumption when the device is used for controlling aircraft engines.
  • the orientation and/or the intensity of the magnetic field created between the support(s) are adjustable depending on the size, the relative angular position of the components generating the magnetic field, the distance between the supports, the type of coil, etc.
  • the rotor is preferably secured to a shaft that is itself connected to the lever.
  • the rotor is constrained to turn with the shaft that is itself connected to the lever by a motion transmission system, in particular a gear type system or a belt transmission system, or directly by a pivot shaft of the lever that extends the shaft of the rotor.
  • a motion transmission system in particular a gear type system or a belt transmission system
  • the magnetic friction member may comprise a casing mounted on the mount and defining a housing for the plates or the supports and the rotor, thereby enabling those elements and the components that generate the magnetic field to be protected from magnetic shocks, from dust, and from ferromagnetic metallic particles that might be found in the environment of the magnetic friction member.
  • the casing preferably comprises two complementary casing portions that are fastened to each other in order to define the housing, each of the supports being mounted against one of the portions of the casing.
  • the rotor may thus be mounted on a shaft arranged in the housing defined by the casing and projecting therefrom via its end that is connected to the lever.
  • the portions of the casing are then advantageously angularly adjustable relative to each other about the axis of rotation of the rotor, thereby enabling the braking force to be adjusted.
  • FIG. 1 is a diagrammatic side view of a control device for controlling aircraft equipment and fitted with a magnetic friction member in a first variant of the invention
  • FIG. 2 is a diagrammatic side view of a control device for controlling aircraft equipment and fitted with a magnetic friction member in a second variant of the invention
  • FIG. 3 is an exploded diagrammatic view of a magnetic friction member in accordance with a first embodiment of the invention
  • FIG. 4 is a diagrammatic axial section view of a second embodiment of the magnetic friction member of the invention.
  • FIG. 5 is a diagrammatic exploded view of the magnetic friction member of FIG. 4 ;
  • FIG. 6 is an exploded diagrammatic view of a third embodiment of the magnetic friction member of the invention.
  • FIGS. 1 to 2 are highly diagrammatic, and the elements shown are not necessarily mutually to scale in order to make the figures easier to read. The reference for any given element is conserved in all of the figures in which it appears.
  • the fuel control device to which the invention applies and as described in the following embodiments is arranged to control the thrust from an aircraft engine with the help of a throttle lever.
  • FIG. 1 shows a control device 1 in a first variant comprising a throttle lever 2 suitable for being moved manually between two extreme positions by pivoting about an axis X relative to a mount represented by shading 5 .
  • the device includes a magnetic friction member 3 that comprises, as described in greater detail below with reference to FIG. 3 et seq., a casing 31 defining a housing having plates carrying components that generate a magnetic field and a ferromagnetic rotor 32 .
  • the casing 31 is connected to the throttle lever 2 itself, while the rotor 32 is connected to the mount 5 of the throttle lever 2 .
  • the structure 2 , 3 is compact: the axis of rotation of the rotor 32 coincides with the axis of rotation X of the lever 2 and the friction member 3 lies substantially on a vertical midplane P (as shown in the figure) that is the same as the plane of the throttle lever 2 .
  • FIG. 2 shows a second variant in which, in this variant, the casing 31 is connected to the mount 5 for the throttle lever 2 , while the rotor 32 is connected to the throttle lever 2 via a gear connection.
  • the axes of rotation of the throttle lever 2 and of the rotor 32 remain parallel (axes X and X′), but in this variant they are offset relative to each other.
  • FIG. 3 is a detail view of a friction member 3 in a first embodiment of the invention. It comprises a casing 31 housing two plates 9 and 9 ′ in the form of disks that are pierced in their centers, that are substantially identical in size, and that are placed around a common central axis. Each of these two plates 9 and 9 ′ has four magnets 12 on its face facing the other plate.
  • a rotor 32 of ferromagnetic compound is secured to a shaft 13 by washers 14 and a nut 15 that is screwed onto the shaft from its end 13 a .
  • the shaft 13 also passes through the two plates 9 and 9 ′, and its other end 13 b in the assembled position projects from the casing 31 via an opening 312 that is formed in the end wall of a portion 31 a of the casing that receives a bearing 8 .
  • the casing 31 is made up of a first portion 31 a defining a housing and a second portion 31 b that closes the housing by being screwed onto the portion 31 a by means of screws 8 passing via both portions.
  • the entire casing 31 is designed to be fastened to the mount (not shown) by means of screws 6 , 6 ′, 6 ′′ passing through fastening sockets 7 , 7 ′, 7 ′′ regularly distributed around the outside of the portion 31 a of the casing, while said screws pass through oblong holes extending over circular arcs in the portion 31 b .
  • the shape of the holes receiving the screws 6 , 6 ′, 6 ′′ in the casing portion 31 b allows said portion to move angularly relative to the casing portion 31 a about the axis X and thus allows the angular positions of the magnets 12 of the plate 9 to be adjusted relative to the positions of the magnets of the plate 9 ′. This adjustment of angular orientation serves to adjust the braking force.
  • the casing 31 defines a housing that includes an open cylindrical cavity 311 in the end wall of the portion 31 a , which cavity is suitable for housing the bearing 8 .
  • the plate 9 is screwed to the portion 31 a of the casing 31 by screws 10 , 10 ′, 10 ′′ passing through openings provided for this purpose in the end wall of the portion 31 a so as to be received in tapped wells formed correspondingly in the annular portion of the plate.
  • the plate 9 ′ is screwed to the cover 31 b of the casing by screws 11 , 11 ′, 11 ′′.
  • the end 13 a of the shaft is mounted to pivot in the cover 31 b of the casing via a bearing 8 ′.
  • FIGS. 4 and 5 show a friction member in a second embodiment of the invention.
  • this embodiment there is no longer a pair of plates, but a first support 59 that is received in a tubular second support 59 ′ and that co-operates therewith to define an annular space 60 that receives a rotor-forming ferromagnetic sleeve 52 .
  • the first support 59 is provided with magnets 12 while the second support 59 ′ has coils 17 .
  • This device is assembled in a manner analogous to that of the device constituting the first embodiment.
  • FIG. 6 shows a friction member in a third embodiment of the invention, similar to the first embodiment shown in FIG. 3 .
  • the difference lies in the fact that coils 17 ′ are associated with the plate 9 ′.
  • coils 17 and 17 ′ enables “notches” to be generated that can be felt by the pilot while moving the throttle lever, and it is possible to adjust the stroke of these notches as a function of various parameters such as the load of the airplane or the distance it is to travel. It is thus possible to provide a notch that corresponds to a position for minimizing fuel consumption.
  • control device of the invention which is not restricted in any way to controlling an aircraft engine.
  • Mounting the control device in a casing, as in the first embodiment, is optional, as is the possibility of adjusting the opposing force.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Power Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Holding Or Fastening Of Disk On Rotational Shaft (AREA)
US13/574,986 2010-01-25 2011-01-20 Device for controlling an on-board apparatus Active 2031-07-14 US8766585B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1050458 2010-01-25
FR1050458A FR2955679B1 (fr) 2010-01-25 2010-01-25 Dispositif de commande d'un equipement embarque
PCT/EP2011/000214 WO2011089002A1 (fr) 2010-01-25 2011-01-20 Dispositif de commande d'un equipement embarque

Publications (2)

Publication Number Publication Date
US20120293286A1 US20120293286A1 (en) 2012-11-22
US8766585B2 true US8766585B2 (en) 2014-07-01

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US13/574,986 Active 2031-07-14 US8766585B2 (en) 2010-01-25 2011-01-20 Device for controlling an on-board apparatus

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US (1) US8766585B2 (fr)
EP (1) EP2528819B1 (fr)
BR (1) BR112012017156B1 (fr)
CA (1) CA2786221C (fr)
FR (1) FR2955679B1 (fr)
WO (1) WO2011089002A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024102131A1 (fr) 2022-11-10 2024-05-16 Safran Electronics & Defense, Avionics Usa, Llc Compensation de rappel élastique pour des freins à hystérésis magnétique

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3116165A1 (fr) * 2020-11-12 2022-05-13 Safran Landing Systems Actionneur électromagnétique rotatif à commande manuelle et valve de frein de parking équipée d’un tel actionneur

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4513235A (en) 1982-01-22 1985-04-23 British Aerospace Public Limited Company Control apparatus
EP1308819A1 (fr) 2001-10-30 2003-05-07 Alps Electric Co., Ltd. Appareil haptique d'entrée du type à manette de commande equipé d'un frein électromagnétique
DE102009017081A1 (de) 2008-04-17 2009-10-22 Continental Automotive Gmbh Bedienelement
US7637360B2 (en) * 2000-03-29 2009-12-29 Lord Corporation System comprising magnetically actuated motion control device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4513235A (en) 1982-01-22 1985-04-23 British Aerospace Public Limited Company Control apparatus
US7637360B2 (en) * 2000-03-29 2009-12-29 Lord Corporation System comprising magnetically actuated motion control device
EP1308819A1 (fr) 2001-10-30 2003-05-07 Alps Electric Co., Ltd. Appareil haptique d'entrée du type à manette de commande equipé d'un frein électromagnétique
DE102009017081A1 (de) 2008-04-17 2009-10-22 Continental Automotive Gmbh Bedienelement

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024102131A1 (fr) 2022-11-10 2024-05-16 Safran Electronics & Defense, Avionics Usa, Llc Compensation de rappel élastique pour des freins à hystérésis magnétique

Also Published As

Publication number Publication date
WO2011089002A1 (fr) 2011-07-28
FR2955679B1 (fr) 2012-04-06
CA2786221C (fr) 2015-03-17
BR112012017156A2 (pt) 2020-08-25
EP2528819A1 (fr) 2012-12-05
US20120293286A1 (en) 2012-11-22
CA2786221A1 (fr) 2011-07-28
FR2955679A1 (fr) 2011-07-29
BR112012017156B1 (pt) 2021-02-02
EP2528819B1 (fr) 2014-01-01

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